Horizontal reciprocating engine



Now 2 1926. 3135," I

J. A. M GREW HORIZONTAL RECIPROCATING ENGINE I Filed March 25, 1924 5 Sheets-:Sheet 1 11v VENTOR I ATTORNEY 1,605,366 J. A. MCGREW HORIZONTAL RECIPROCATING ENGINE Filed March 25, 1924 s $heetsShet 2 w Q N 3 x la O a A? S 75. I: I5 I 1\ INVENTOR 1% A J! drew VIBYCY/IQ M ATT RNEY Patented Nov. 2, 1926.

UNITED STATES A 1,605,366 PATENT OFFICE.

Jorrn aud enEw, 0E ALBANY, NEW YORK, Assrenon 'ro BETHLEHEM s'rEEL compaint, or BETHLEHEM, PENNSYLVANIA, A. oonrormrron or PENNSYLVANIA.

HORIZONTAL nEcIrnooA'rmG' ENGINE.

Application filed March 25, 1924. Serial No. 701,661.

This invention relates to horizontal reciprocating engines and more particularly,

to booster or auxiliary motors ada ted to aid or supplement the main engine 0 a locomotive in propelling a train at low speeds.

A booster motor of this type particularly designed for use in connection with one of thetender trucks of a locomotive is shown and described in Patent No. 1,412,250, issued April llth, 1922, to John A. McGrew and James T. Loree. I

The subject matter of the present application relates particularly to the means foroperatingsthe cylinder valves of such a booster motor and has for its primary object to provide a very simple arrangement of this valve operating means whereby ample clearance for the central transverse bolster of the truck is secured with greater stability inthe'mounting of the several operating "parts, while these parts are easily accessible for the tion and repair.

With the above and other objects in view, the invention consists in the improved valve operating means and more particularly in the mounting and arrangement ofthe several parts thereof as will be hereinafter more fully described, illustrated in the accompanying drawings and subsequently incorporated in the subjoined claims.

In the drawings wherein I have illustrated one simple and satisfactory embodipurpose of inspecment ofthe invention and in which similar reference characters designate corresponding parts throughout the several views:

Fi re 1 is a half planv view of a horizonta reciprocating motor. provided with my present improvements;

Figure 2 is a longitudinal section taken I on the line 2.2 of Flgu-re 1;

Figure 3 is a similar section taken on the line 33 of Figure 1, y 1

j Fi ure4 is a transverse section taken on 'thel1ne.4-4 of Figure 1,

Figure 5 is a plan view of the apparatus shown in Figs. 1 to 4, inclusive, showing the relationship of the truck frame with respect thereto, and

Figure 6 is a detail sectionalview of the truck bolster showing other parts of the truck in dotted lines.

In the accompanyin drawings, I have illustrated only so muc of the motor and is indicated at 6, said cylinders being suitably fixed to one end of the supporting frame at opposite sides thereof. Each of these cylinders is provided with a reciprocating valve 7 which controls the admission and. exhaust of steam to and from the respective cylinders. The rods '8 of these valves are movable through suitable stufling boxes and are operatively connected to actuating means which will be scribed in detail.

The piston operating in each of the cylinders 6 has its rod 9 connected to a cross head ,10 mounted for sliding'reciprocating movement upon a guide bed 11 which is suitably fixed upon spaced parallel longitudinally extending webs or flanges 12 integrally formed presently dewith the base of the frame structure 5. The

cross heads 10 are operatively connected'by means of rods 12" with the ends of the driving shaft 13 journaled in suitable bearings on the frame structure. This driving shaft is adapted to be operatively connected to and disconnected from one of the truck axles by means of a suitable entrainment gearing, such for instanceasthat shown in Patent No. 1,447,352, issued to John A. McGrew and James T. Loree on March 6th, 1923. Since this entrainment means forms no essential part. of'the present disclosure it will not'be herein further referred to in detail.

Heretofore it has been the practice to arrange the valve operating connections at the inner sides of the cross head guides, said connections being actuated eccentrics on the driving shaft, such an arrangement being shown in the co-pending application of John A. McGrew-and James T. Loree, ,filed May 6th,-1923, Serial No. 637,324. In the present instance, instead of mounting the valve operating crank in a single hearing at" the inner side of the reciprocating cross-head, as shown in said application, I provide a relatively long rockshaft 14 extending transversely beneath the guide bed 11 for the cross-head and mounted in. the spaced bearings 15. This rockshaft at its inner end is provided with an arm 16 operatively connected to the rod 8. The other end of said rockshaft is also provided with an arm 17 to which one end of the rod 18 extending along the outer side of the cross-head guide is connected. The other end of this rod is operatively connected with a crank arm 19 fixed to a gudgeon 20 of the counterbalanced crank arm 21 on the driving shaft to which the crosshead rod 12 is connected. By the provision of the long rockshaft 14: extending under the cross-head guide bed and mounted in the spaced bearings 15, maximum stability is obtained, while the axis of oscillation of said rock-shaft is appreciably lowered below the longitudinal center line of the motor cylinders. It will also be observed that the line of movement of the ends of the-crank arms 16 and 17 connected respectively to the valve rod 8 and the connecting rod 18 is substantially in the same longitudinal plane as the line of movement of the valve 7, the' 'center line of said valve being considerably below the center line of the cylinder 6. Thus there will be ample clearance space above the cross-head and valve operating connections for the central transverse bolster of the truck, while at the same time the motor supporting frame and parts thereof will safely clear the rail ties and other parts of the road bed equipment.

In Figs. 5 and 6, I show a truck frame related to the structure already specifically described in the manner hereinbefore set forth, the truck frame including a transverse bolster member 25 connected to side members 26, the bolster member having suitable means at v27 for cooperation with a center or step bearing structure for supporting a car body bolster in the usual way. As hereinbefore set forth, the provision of valve operating mechanism located largely below the piston rod and cross head structure provides for adequate clearance or head room for a truck bolster of suitably strong design.

Further, it will be noted that by reason of the above arrangement, the valve operating connections are always easily accessible, this being particularly true with regard to the arrangement of the operating rods 18 and their connection with the arms 19 at the extremities of the driving shaft. -Heretofore. more or less difficulty was experienced in disconnecting these rods from the operating eccentrics arranged upon the driving shaft intermediate of its ends and between the spaced shaft bearings. In the present arrangement, the connection and disconnection of this operating rod 18 may be very eas ly and quickly efi'ected.

From the foregoing description considered in connection with the accompanying drawmgs, the construction, manner of operation and several advantages of my present improvements will be clearly understood. It will be appreciated that by the provision of my new mounting and arrangement of the valve operating connections, greater operating eiiiciency of the motor is obtained with less susceptibility to derangement of the operating parts due to shock or vibration so that the accurate movement of the cylinder valves is positively assured under all conditions. In the embodiment of the invention which I have selected for purposes of illustration, I have shown and described certain connections between the opposite ends of the rock shaft and the cylinder valves and the driving shaft which I have found to be very satisfactory in practical operation. However, it is to be understood that such details need not be strictly adhered to as other equivalent means might be substituted for such connections as herein shown. Further, while I have disclosed an example of my present improvements which'is believed to be most efficient and serviceable, it is manifest that the essential features thereof may be exemplified in other structural arrangements, and I accordingly reserve the privilege of resorting to all such legitimate changes in the form, proportion and relative arrangement of the several parts as may be fairly embodied within the spirit and scope of the invention as claimed.

I claim:

1. In a tractor truck for railway vehicles, the combination of a truck frame and wheelbearing axle assembly in which the frame is provided with an intermediate transverse bolster member disposed between the axles,

an engine frame supported by the axles and extending underneath said bolster member, a

transverse crank shaft, spaced bearings for the crank shaft carried by the engine frame, gearing means for connecting the portion of said crank shaft between the bearings to one of the axles, said crank shaft having crank portions arranged outwardly of the bcarlngs, a pair of engines having cylinders aligned with said crank portions, means arranged between the bolster member and the frame for connecting the engines to the crank portions, valves for the engines located between the engine cylinders, transverse rock shafts carried by the engine frame and arranged below said connecting means, a crank arm carried by each rock shaft and disposed outwardly of its associated connecting means, a crank arm carried by each rock shaft and disposed inwardly of its associated connecting means, eccentric means carried by the crank shaft and disposed outwardly of the bearings therefor, links for connecting said eccentric means to the outside crank arms of the rock shafts, and links for conshafts to the valves.

2. In a tractor truck for railwayvehicles, the combination of a truck frame andwheelbearing axle assembl in which the frame is provided with an Intermediate transverse bolster member disposed between the axles,

. an engine frame supported by the aides and extending underneath said bolster member, a

cross heads fitting the guides and connected to'piston rods' of the engines, rods for conengines having cylinders necting the cross heads to said crank portlons, valves for the engines located between the cylinders thereof, transverse rock shafts carriedby the engine'frame and arranged below said cross head guides a crank arm carried by each rock shaft and disposed outwardly of its associated cross head guide, a

crank arm carried by each rock; shaft and disposed inwardly of its associated cross head guide,eccentric means carried by the crank shaft and dlsposed outwardly ofthe -bearings therefor, links for connecting said eccentric means to the outside crank arms. of

the rock shafts, and links for connecting the inside crank arms of said rock shafts to the valves.

In testimony that I claim the foregoing as my invention, I have signed my name hereto.

- JOHN A. MoGREW. 

